Safety device for stopping railway-trains.



No. 890,214. A PATENTED JUNE 9, 1908. T. T. GHALONER.

SAFETY DEVICE FOR STOPPING RAILWAY TRAINS.

APPLICATION TILED FEB-1, 190s.

: a resident of the borough of Manhattan,

THOMAS T. OHALONER, OF'NEW YORK, N. Y. i

SAFETY DEVICE FOR STOPPING RAILWAY-TRAINS- Specification of Letters Patent.

Patentedil'une 9, 1908.

Application filed February 1; 1908. Serial No. 418,817.

To all whom it may concern:

Be it knownthat I, THOMAS T. CHALONER, a citizen of the United States of America, and

cit' of New York, State of New York, have vented a new and useful Improvement in Safety Devices for Stepping Railway-Trains, of which the following is a specification.

The railway train stopping device forming the subject of this invention is of that class of safety appliances adapted to be located onthe locomotive or in any car of railway trains and to be actuated by stationary signal devices, when set in danger osition, to put in action the automatic bra ke system of the train should the engineer overlook the danger set signal.

. The object of the invention is the construe;

tion of an automatic brake applying device that is simple, of few parts, strong and positive in action, ada ted "to receive shocks,

such devices are sub ected to, without injury,

cab of a locomotive.

tends through the roof of the cab is provided with a bearing f, and

and to occupy but little space in the cab of a locomotive or other selected. location on or in any of the. cars of a train.

Figure 1 represents, in elevation, the automatic brake applying device located in the the device, showing the air controlling valve of the brake system in section. Fig. 3 is a front elevation, partly in section on line 3, 3, Fig. 2, and Fig. 4 is a side elevation of the lower part of the device, showing a modifioation in'the arrangement of the air valve.

The body orv main portion a is rovide'd with bearings for carrying the mova 1e parts of the device; it is preferably a casting provided with a base by which it may be secured in any desired location, said base I) being shown in Figs. 1 and 4 shaped to enable the device to be secured to a boiler c in the cab d of a locomotive, to place the device. within easy reach 'of the engineer.

A vertical shaft or rod ehas its lower part fitted to rock in a bearing of the body a, it exd', Where it has secured to Its upper-end an arm g, extending beyond the side limits of-the locomotive and train and arranged to strike a projecting bar which Fig. 2 is a plan view of any other style, as for instance a. side signaling apparatus.

Now, a movable arm ofthe-character of the arm 9 carried by a moving train would be subjected at times to severe shocks and would im art severe shocks to a signal stop bar it, liab e to injure this stopping device and signal apparatus when these arts come-in contact, and to obviate this arm 9 with buffers or cushioning means which will receive the first impacts of the blows ofcontact, and cause the arm to be moved by the stop bar without injurious jars. These buffer means may consist of flexible plates i,-t secured to the arm g near itsinner end and extending to the outer end of said arm, and springs j, y' either of'metal or india rub: beiglocated between the' plates i, '2', and the army. By making the contact surfaces of the buffers of metal, as by the plates 6, i, said surfaces will act on the sto bar with the least amount of friction and t e buffers will be provide the thereby subjected to minimum wear. At

the lower end of the shaft e is secured atapthe horns of aforked lever l, secured to the end of a. horizontally arranged shaft m, having its bearing in the body a. The horns of the forked lever l are so she ed as to hold, when in vertical position, tb consequently the arm g, in central positions, and when the arm g is moved to either side by contacting with the bar 71., the forked lever Z and its shaft is correspondingly rocked. Now as there is more or less swaying of locomotives and railway cars when in motion the stationary bar it will strike the arm, or the. side plates '5, 'i, at distances variable. from the fulcrum of the arm 9, as indicated by the arrows n, n, and as,the smallest arc throu h which said arm will be moved is when t e bar kstrikes the arm at the greatest distance from the fulcrum,.the forked lever l is then set, in either direction, by the tappet k at the full distance it is designed to be moved, and any further movements of "the tappet .due to the bar it striking the arm '9 closer to its fulcrum will not further move the forked lever, as the upper parts as to ermit the ta et to'slide along them and he d theforkecil clearly shown bythe dotted lines y, Fig. 3,

' A hand levero issecured to the shaft m, or to the forked lever Z,* -andby means of which the engineeror other train "attendant,

e tappet, and

of its horns are so shaped ever in set position, as

according to the location of the device on the train, may set the device in normal inactive osition after it hasbeen actuated by a signal ar h; said hand lever when so set thenbeing in a vertical position, and to hold it there a suitable locking device is rovided, as for instance a spring actuated atch p of any suitable ordinary construction. It will be understoodthat when this actuating mechanism of a train stopping device is set in opera tive position by asignal stop bar a controlling device of the brake mechanism, as a valve of an automatic air brake system, will.

' 'by a stop bar It, according to the dire'ction'of movementof the train, so as to allow the active brake fluid, as compressed air, to flow through'the pipes w and a; and so allow the brake system of the train to become-active.

.Thisoperating valve g may be attached to,

v trains, a movable arm provide or its'case form a part of, the'bod'ya of the device, with its valve .9 secured directly to the end of the horizontal shaft m, as shown at Fig.4. This arrangement forms a very sim lo and compact apparatus; but it will be un erstood that the location of the valve. as well-as that of the operating device will be determined by the requirements of the application of this trainstopping mechanism to railway trains. y r

It will be observed that the structure here described meets the aims and objects of the invention; having few parts, simplicity, ease of construction and application, positive. action, need of but little space, great strength, and non-liabilityto damage from sudden impacts with stationary stop bars.

' I claim as my invention:

' 1. In a safety device forsto ping railway d with buffers or cushioning means comprising a metallic contacting surface on each of its sides, carried by and projecting outside the train,- whereby-it is adapted byeither of itssides to contact with and be moved b a set stationary stpp bar and be moved eit or way from a central position without injurious shocks; .in combination with the brake system of the train; and means connecting the arm to a controlling device of the brake system.

'2. In a'safety device for stopping railway trains, an armcarried by and projecting outside thetrain adapted to be rocked from central' or normal position by contacting with a set stationary stop bar; a ta pet connected to and moved in unison Wit the arm; a

through greater arcs; in com forked lever actuated by the" tappet and shaped to be moved its full distance when the arm and tappet rock through the smallest arc of their movements, and to be retained in such position when thearm and tappe't aremoved through a greater are in combination with the brake system of atrain and means connecting'the forked lever to the controlling device of theibrake system. a

3. In a safety device for stopping railway trains, an arm carried by and projecting outside the train adapted to be rocked in either direction from central or normal position by contacting with a set stationary stop bar a tap et connected to and moved in unison witii the arm; a forked lever actuated by the tappct and shaped to be moved its full distance in either direction when the arm and tappet rock .through' the smallest arcs of the1r movements, and to be retained in such position whenthe arm and tap et are moved through greater arcs; 111 com ination with the brake system of a train; and means connecting the forked lever to the controlling device of the brakesystem.

4. In a safety device for sto ping railway trains, a movable armprovide with buffers or cushioning means, carried by and projecting outside the-train, whereby it is adapted to contact with and be moved by a set stationary stop bar without. injurious shocks;

in Qombinat-ion with a tappet connected to and moved in unison with t leveractuated by the tappet. and moved into fixed positions inopposite directions" and y further movements held in such positions e arm; a forked of thetappet; thebrake system of the train; and means connecting the 'forkedleverto a I controlling ,deviceof the brake system. 5. In a safety device for stopping railway trains, an arm carried by and projecting outi side the train adapted to be rocked in either 4 direction from central or normal position by contacting with a set stationarystop bar a tapfiet' connected to and 'moved in unison wit the arm; a forked lever actuated by the tappet and shaped to be moved its full distance in either dire'ctionwhen the arm and tappet rock through the smallest arcs of the1r-movements andtobe retained in such position whenthe arm and ta pet are moved 7 gmation with a resetting hand lever connected to or forming a part of the forked lever, and a locking de,

vice for holding it in normal inoperative position; the'automatic brake system of the train provided with a double actlng controlling .valve; and a link connecting the forked lever to said controlling valve 1 6. In a safety device for sto ping railway trains, a movable arm provided with buffers or cushioning means comprising a metallic contacting surface on each of its'side-s, carr1ed by and pro ecting outside the train,

whereby 1t is adapted either of its sides to contact with and be moved in the two directions from a central position by a set stationary stop bar Without injurious shocks; in combination with the automatic brake sys tem provided with a controlling valve; a shaft extending from the interior to exterior of the cab of the locomotive or other vehicle of the train and to the outer end of which the arm is connected; and means connected to the controlling valve of brake system through medium of device attached to the inner end of the shaft.

7. In a safety device for stopping railway trains, a movable arm provided with buffers or cushioning means, carried by andprojectingoutside the train, whereby it is adapted to contact with and be moved by a set stationary stop bar without injurious shocks; in combination with the brake system of the train; means connecting the arm to 'a controlling device of the brake system; and a hand lever for resetting, and means for holding the arm in central normal position.

In testimony whereof, I have hereunto subscribed my name, this 30th day of J anu- 2 5 ary, 1908. v THOMAS T. ()I-IALONER.

\Vitnesses:

I. B. TALBOT, H. J. GRooME. 

